Proposal for a EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE relating to the frontal impact resistance of motor vehicles and amending Directive 70/156/EEC
Date: 1994-12-13
Institutions: European Commission
Subjects: approximation of laws, motor vehicle, road safety, safety standard, transport accident

COMMISSION  OF THE EUROPEAN  COMMUNITIES 

COM(94)  520 final 
Brussels,  13.12.1994 

94/0323  (COD) 

Proposal  for a 
EUROPEAN  PARLIAMENT  AND COUNCIL  DIRECTIVE 

relating to the frontal  impact  resistance of  motor vehicles and 
amending  Directive 70/156/EEC 

(presented by the Commission) 

EXPLANATORY  MEMORANDUM 

1.  SUMMARY 

This  proposal  is  aimed  at  reducing  the  number  of  people  killed  or  seriously  injured  in 
road  accidents  by  the  introduction  of  new  standards  for  the  frontal  impact  resistance  of 
passenger  cars. 

Applicable  to  new  vehicle  types  approved-after  a  certain  date,  the  proposal  sets  out  new 
test  procedures,  to  come  into  effect  in  two  stages,  which  when  fully  implemented  will 
more  realistically  represent  typical  frontal  impact  accidents. 

The proposal  incorporates  the  technical  prescriptions  of the  30°  angled,  rigid  barrier  test, 
developed  by  the  United  Nations  Economic  Commission  for  Europe,  as  the  first  stage, 
and  prepares  the  way  for  the  introduction  of  a  test  procedure  based  on  an  offset 
deformable  barrier  (Stage  II),  as  developed  by  the  European  Experimental  Vehicles 
Committee. 

2.  BACKGROUND 

For  some  years  the  annual  average  number  of  people  killed  in  road  accidents  in  the 
European  Community  has  been  in  the  order  of  50,000,  with  more  than  1.5  million 
casualties  and  in excess  of 0.5  million  hospital  admissions,  at  an  estimated  cost  of  around 
70 billion  ecus  And,  whilst  human  factors  are  thought  to  be  a  major  contributor  to  such 
accidents,  the  design  of  the  vehicle  can  play  a  significant  part  in  reducing  the  likelihood 
of  an  accident  occurring  (primary  safety)  and,  in  particular,  minimising  the  extent  of 
injuries  to  occupants  and  road  users  if an  accident  occurs  (secondary  safety). 

Research  has  shown  that  injuries  sustained  as  a  result  of  vehicle  frontal  impact  accidents 
represents  the  single-most  significant  cause  of  death  and  serious  injury,  and  that  changes 
in  the  design  of  passenger  car  frontal  structures  offers  the  greatest  scope  for  casualty 
reduction. 

This Memorandum  therefore  sets oui  the  rationale  behind  the  Commission's  proposal  for 
a  new  Council  and  Parliament  directive  relating  to  the  frontal  impact  resistance  of  motor 
vehicles 

3.  EXISTING  LEGISLATIVE  SITUATION 

The  list  of  directives  within  the  framework  for  the  type  approval  of  motor  vehicles 
includes  a  number  of safely  measures  which  are  aimed at  the  reduction  of  casualties but, 
at  present» there  is only one which  specifically  relates  to  the  structural  crashworthiness  of 
the vehicle» as set  out  below. 

3.1  Directive  74/297/EEC 

Adopted  some  20  years  ago  and  corresponding  to  UN  ECE  Regulation  No  12,  this 
Directive  prescribes  the  maximum  rearward  and  vertical  displacement  of  the  steering 
wheel  when  the  vehicle  impacts  a  solid  barrier,  head-on,  at  a  speed  of  approximately  50 
km/h.  To  comply  with  this  requirement,  which  results  in  extremely  high  vehicle 
deceleration,  vehicles  are  designed  and  constructed  with  very  stiff  frontal  structures 
which  can  absorb  the  rapid  input  of  kinetic  energy  without  transmitting  significant 
amounts  to  the  passenger  compartment,  causing  deformation  of the  latter 

3.2  Directive  91/662/EEC (amending  the  above  Directive) 

Adopted  towards  the  end  of  1991,  but  only  now  coining  into  full  effect,  this  Directive 
recognised  that,  notwithstanding  the  limitation  on  steering  wheel  intrusion,  a  significant 
number  of  injuries  occurred  as  a  result  of  head/body  contact  with  the  steering  wheel. 
Consequently,  quasi-biomechanical  criteria  were  introduced  in  the  form  of  simple  head-
form  and  body-block  tests, carried  out  in test  rigs which  simulate  the actual  vehicle. 

3.3  Limitations  to  the  Directives 

There  are two  principal  areas  where  the current  legislation  needs  to  be  developed: 

(a)  Representation  of Real  Accidents 

Although  some  road  accidents  involve  head-on  collisions  between  cars  and  solid  objects, 
the  majority  of  accidents  involving  frontal  impact  are  car-to-car,  generally  with  partial 
rather  than  full  overlap.  In  such  accidents  there  is often  massive  passenger  compartment 
intrusion,  suggesting  that  the  structural  members  designed  to  absorb  large  amounts  of 
energy  do  not  come  into  effect  in these  circumstances  Research  has  shown  that  in  most 
car-to-car  frontal  impacts,  unless  the  stiff  frontal  members  of  both  cars  happen  to  align, 
they  tend  to  pierce  the  softer  surrounding  structure,  thus  transmitting  the  energy  into 
other  parts  of  the  vehicle,  with  the  catastrophic  consequences  seen  only  too  often  at  the 
scene of road  accidents 

(b)  Biomechanical  Criteria 

Although  the  amendment  to  Directive  74/297/EEC'  introduces  simple  criteria  to  limit 
forces  transmitted  to  the  head  and  body  as  a  result  of  steering  wheel  contact,  these  fall 
short  of  true  bio-mechanical  criteria  for  injury  assessment  in  a  representative  full-scale 
test  situation.  Advances  in  science  and  technology  have  enabled  the  critical  criteria  to  be 
identified  and  the  physical  quantities  to  be  measured  in  the  form  of  an  instrumented,  life 
like dummy. 

3.4  American  Federal  Test  FMVSS208 

Passenger  cars  conforming  to  US  regulations  are  required  to  comply  with  a  frontal 
impact  test  against  a  solid  barrier  but,  in  contrast  to  the  European  test,  the  impacting 
vehicle  must  pass  the  test  at  any  angle  up  to  30°  to  the  perpendicular.  The  test  also 
includes true  biomechanical  criteria  which  requires  the  use of instrumented  test  dummies, 

The  National  Highway  Transport  Safety  Administration. (NIITSA)  is  currently  looking 
into  an  alternative  test  procedure  and  is  researching  the  relationship  between  real 
accidents  and  an  offset  deformable  barrier  test,  and  are  of  the  view  that  an  offset  frontal 
test  best  represents  the  real-world  crashes  that  produce  the  intrusion-related  injuries  and 
fatalities. 

4.  W O R K O F T I I É E E VC 

The  European  Experimental  Vehicle  Committee  (EEVC)  has,  tor  some  years,  carried  out 
In  particular,  work  has  been 
research  into  a  number  of  areas  affecting  vehicle  safety 
focussed  on  the  development  of  a  static  barrier  test  which  more  realistically  reproduces 
the  impact  damage  found  in real  accidents 
In order  to  simulate  the  partial  overlap  of  the 
majority  of  car-to-car  accidents,  and  the  effect  of  a  relatively  soft  car  frontal  structure. 
Working  Group  II  ofEEVC  developed  the  offset  deformable  barrier  test.  A  solid 
barrier  is faced  with  a soft  structure  which  ressembles  a car  front  in  terms  of  approximate 
shape  and  relative  stiffness.  The  impacting  vehicle  strikes  the  barrier  with  less  than  its 
whole width  (typically  40  - 50 %)  and  at  a representaive  speed: 

The  results  of  this  work  have  been  encouraging  in  that  it  has  been  possible  to  replicate 
the  kind  of  damage  seen  in  real  car-to-car  accidents.  The  work  is  expected  to  be 
finalised  at  the  end  of  March  1995  when  a  series  of  validation  tests  have  been  carried 
out. 

It  should  be  noted  that  a  number  of  European  vehicle  manufacturers  have  already  made 
public  their  use  of  the  offset  deformable  barrier  test  technique  in  their  development 
programmes:  Australia  has  recently  introduced  a.New,  Car  Assessment  Programme 
based  on  the emerging  EEVC  criteria  for  an  offset  deformable  barrier  test. 

5.  LEGISLATIVE  APPROACH  PROPOSED  BY THE  COMMISSION 

5.1  Development  of  Legislation  hv  UN  ECE 

The  work  of  EEVC  in  this  area  of  vehicle  safety  has  been  brought  into  the  legislative 
arena  via  the  United  Nations  Economic  Commission  for  Europe  (Working  Group  29) 
and  the Group  of Experts  on  Passive  Safety  (GRSP)  in particular.  Whilst  recognising  the 
value  and  importance  of  the  development  of  a  more  representative  frontal  impact  test, 
legitimate  concerns  were  expressed  at  the  timescale  required  to  introduce  a  new  test 
procedure,  based  on  the  offset  deformable  barrier,  and  it  was  agreed  to  adopt  an  interim 
measure  as  soon  as  possible  in  order  to  address  the  unacceptable  rate  of  road  accident 
casualties. 

Accordingly  the  well  established  US  Federal  Standard  (FMVSS  208),  known  as  the  30° 
angled  rigid  barrier  test,  was used  as the basis  for  a draft  European  standard. 

The  resulting  draft  Regulation  (TRANS/SCI/WP29/392)  was  adopted  by  WP29  in  June 
1993  and  will  come  into  force  once  it  has  been  approved  by  the  United  Nations 
organisation  in  New  York. 

5.2  European  Community  Legislation 

Within  the  Member  States  of  the  Community,  who  have  to  adopt  a coordinated  position 
when  participating  at  WP29,  there  was  a considerable  debate  over  the  technical  merits  of 
the  30°  angled  rigid  barrier  test  (30°ARB)  and  the  offset  deformable  barrier  test  (ODB). 
The  compromise  reached  envisaged  the  establishment  of  the  interim  standard  (30°  ARB) 
on  the  condition  that  the  latter  standard  (ODB)  be  brought  in  by  October  1998  and 
earlier,  if possible,  on  an  optional  basis 

In  order  to  reflect  this  agreement  made  by  the  Member  States,  the  Commission  has 
accordingly  developed  a two-stage  approach  to  the  introduction  of  legislation. 

6.  THE  T WO  STAGE  COMMISSION  PROPOSAL 

in  Geneva  should  be 
the  compromise 
The  Commission  considers 
transformed  into  Community  legislation  without  delay  and  outline  requirements  for  the 
second  stage  specified  as far  as  possible. 

reached 

that 

6.1  Stage  I - 30°  Angled  Rigid  Barrier Test 

As  stated  earlier,  the  technical  prescriptions  for  this  test  are  taken  from  the  proposed 
ECE  Régulation  which,  in turn,  is based  on  a  Federal  standard 
It  has  been  modified,  by 
ECE,  to  include  Anti  Slide  Devices  (ASD)  which  are  vertical  steel  bars  set  into  the 
barrier  face,  but  standing  out  40  mm,  in  order  to  counter  the  tendency  of  the  impacting 
vehicle to  slide along  the barrier  and  thus  reduce the  severity  of the  impact. 

This  interim  measure  offers  a  number  of  advantages  over  the  existing  Directive 
(74/297/EEC as amended): 

(a) 

(b) 

it  establishes  realistic  bio-mechanical  criteria  to 
occupants  would  be subjected  in real  accidents; 

limit 

the  forces 

to  which 

it introduces  a degree  of assymmetry  into  the  test  by  impacting  the  vehicle  into  an 
angled  barrier. 

In  order  to  maintain  parity  with  the  implementation  dates  agreed  by  UN  ECE,  the 
Commission  has  proposed  that  Stage  I  should  come  into  effect  by  1 October  1995  for 
new vehicle  types and  by  1  October  2000  for  all  new  vehicles  registered. 

Recognising  that  some  new  applications  for  approvals  will  be  existing  vehicles  updated 
without  structural  changes,  the  Commission  has  included  an  exemption  clause  to  allow 
the existing  steering  mechanism  approval  (74/297/EEC)  to  be  perpetuated. 

6.2  Stage  II -  Offset  Deformable  Barrier  lest 

The  Commission  intends  to  propose.the  emerging  standard,  based  on  the  work  of  EEVC 
(which  is  currently  being  validated),  as  soon  as  possible  and  has  therefore  worded  the 
Articles  of the  draft  Directive  accordingly  and  also  included  an  outline  of  the  new  Annex 
that  will  be  required.  The  second  stage  will  be  made  mandatory  from  I  October  1998 
but  available  at  the  request  of  manufacturers  on  an  optional  basis  from  1 January  1996 
Appropriate  measures  will be  prepared  in order  to  bring  Stage  2  into  force  on  an  optional 
basis by this date. 

In  seeking  to  make  such  a firm  commitment  to  a  particular  timetable  for  the  introduction 
of the  second  stage,  the  Commission  recognises that  it  is to  some  extent  dependant  upon 
satisfactory  progress  being  made  by  ECE  in  updating  the  Regulation.  The  Commission, 
however,  wishes  to  emphasise  that  this  timetable  must  be  met  and  that 
if,  upon 
completion  of the  EEVC  validation  programme,  the  ensuing  revision  runs  into  difficulties 
the  possibility  of 
the  outcome, 
which  might  prejudice 
implementing  alternative  measures  in order  to  fulfil  its obligations 

the  Commission 

reserves 

Recognising  that  this  second  stage-will  have  significant  consequences  in  terms  of  vehicle 
design,  the  Commission  does  not  want  to  propose  application  for  all  new  vehicles  (as 
opposed  to  new  vehicle  types)  after  a  parlicular  date  without.having  first  evaluated  the 
operation  of  the  Directive  to  date  and  assessed  the  industrial'feasibility  of  such  a 

measure.  It  is  therefore  proposed  that  the  "registration"  date  for  the  application  of  the 
Directive,  set  provisionally  at  1 October  2003,  should  be  subject  to  a  report  from  the 
Commission  to  the Council  and  European  Parliament. 

Research  has  shown  that  if all  passenger  cars  were  built  to  meet  the  requirements  of  this 
test  then  in  the  order  of  65,000  deaths  and  serious  injuries  in  Europe  could  be  avoided 
every  year  (WALL  J  (i.  Vehicle  Safety  -  What  Are  The  Needs,  Transport  Research 
Laboratory,  presented  to  LISITA  Congress  in  l*>92) 

7.  EFFECT  UPON  INDUSTRY 

The  technical  requirements  of  the  offset  deformable  barrier  test  (Stage  II)  are  more 
stringent  than  those  of the  proposed  interim  measure  (Stage  I), and  could  only  be  met  by 
a  few  vehicle  types  based  on  current  specifications.  However,  since  this  higher  safety 
standard  will only  be applied  to  new  vehicle approvals,  the  cost  to  industry  is expected  to 
be  minimal  because  it  will  not  be  necessary  to  incur  the  expense  of  adapting  existing 
designs.  The  proposal  for  Stage  II  includes  suliicient  lead  time  to  permit  manufacturers 
to  incorporate  the  new  standard  at  the design  stage. 

hi  any  event,  the  structural/design  changes  required  to  comply  with  the  ODB  test, 
compared  with  the  angled  barrier  test,  need  not  add  weight  or  significant  cost  to  the 
manu fact uringc 
into  new  car  structures, 
compliance  with  the  ODB  test  will  produce  significantly  safer  vehicles  with  a  minimum 
of cost  to  the  manufacturers. 

Thus,  when  designed 

of  the  vehicle. 

8.  CONCLUSION 

The Commission  proposal  for  a planned,  two-stage  approach  to  the  introduction  of  more 
realistic  frontal  impact  standards  for  passenger  cars  provides  a  coherent  and  predictable 
framework  for  legislation. 

The  first,  interim  stage  of  the  proposed  measures  introduces  an  equivalent  test  standard 
to  that  currently  in  force  in  the  USA  and  makes  a  significant  advance  upon  the  existing 
European  standard. 

The proposed  second  stage,  introducing  the  EEVC  work  on  an  offset  deformable  barrier 
test,  already  features  in the  new  model  development  programme  of  many  manufacturers 
When  implemented  it  will  greatly  enhance  the  safety  of  vehicles  and,  according  to  the 
fixed 
to 
incorporate  the  requirements  in new  designs. 

timetable,  will  nevertheless  provide  manufacturers  with  sufficient 

time 

Proposal  for  a 
EUROPEAN "PARLIAMENT  AND COUNCIL  DIRECTIVE 

relating  to the frontal  impact  resistance  of  motor  vehicles and 
amending  Directive  70/156/EEC 

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION, 

Having  regard  to  the  Treaty  establishing  the  European  Community  and  in  particular 
Article  100a, 

Having  regard  to the  proposal  from  the Comimission(1), 

Having  regard  to the opinion  of  the Economic  and  Social  Committee*2*, 

Having regard to Council  Directive 70/156/EEC of 6 February  1970 on the appoximation  of 
the  laws  of  the  Member  States  relating  to  the  type-approval  of  motor  vehicles  and  their 
trailers0*, as last  amended  by  Council  Directive 93/81/EEC(4),  and  in particular  Article  13(4) 
thereof; 

Whereas  the  internal  market  comprises  an  area  without  internal  frontiers  in  which  the  free 
movement  of  goods,  persons,  services  and  capital  must  be  ensured;  whereas  total 
harmonization  of  technical  requirements  for  motor  vehicles  is  necessary  in  order  fully  to 
achieve  that  objective; 

Whereas  in  order  to  reduce  the  number  of  European  road  accident  casualties  it  is  necessary 
to introduce legislative measures for the improvement of vehicular  crash worthiness as far  as 
practicable;  whereas  this  Directive  introduces  frontal  impact  test  requirements,  including 
biomechanical  criteria,  to ensure that  a high  level  of  frontal  impact  resistance  is  provided; 

in 

the  Outcome  of  Proceedings  of 

the  Council  Working  Party  on 
Whereas 
Economic  Questions,  in  reaching  a  coordinated  view  prior  to  the  101st  meeting  of  the 
United  Nations Economic Commission for Europe  (ECE) Working Parrty on the Construction 
of  Motor  Vehicles  (WP29),  confirmed  their  preference  for  a  two-stage  approach,  reiterated 
their agreement to comply  with the dates of  1 October  1995 for  the first  stage and  1 October 
1998  for  the  second,  and  called  upon  the  Commission  to  monitor  the  parallelism  between 
Community  regulations and  the regulations  of the  ECE  in Geneva<5); 

Whereas the aim of this Directive is to introduce requirements based on the results of research 
which  will  be  published  in  1995,  allowing  the  establishment  of  test  criteria  more 
representative  of  actual  road  accidents; 

0)  OJ No 
(2)  OJ  No 
(3)  OJ  No  L42,  23.2.1970,  p.  1. 
(4)  OJ  No L 264,  23.10.1993,  p. 49. 
(5)  Outcome  of  Proceedings  8930/93  dated  30  September  1993. 

8 

Whereas lead times are necessarily  required by vehicle  manufacturers  for the implemention 
of acceptable test criteria as recently  developed  by the UN ECE(6); 

Whereas  the  offset  deformable  barrier  test  criteria  represents  a significant  enhancement  of 
safety  standards  in  respect  of  frontal  impact;  whereas  the  technical  details  are  not  yet 
finalized; 

Whereas  in  the meantime  an intermediate  standard, the  30  degree  angled  rigid  barrier test, 
will provide an improved level of safety pending the finalization of the technical  requirements 
for the offset  deformable  barrier test; 

Whereas  this Directive  will  be one of  the separate directives  which  must be complied  with 
in order to conform to the EEC type-approval procedure established by Directive 70/156/EEC; 
whereas,  consequently,  the  provisions  laid  down  in  Directive  70/156/EEC  relating  to 
vehicle  systems,  components and separate technical  units apply  to this Directive; 

Whereas  the  procedure  for  determining  the  reference  point  for  seating  positions  in  motor 
vehicles  is  given  in  Annex  III  to  Council  Directive  77/649/EEC(7),  as  last  amended  by 
Commission  Directive 90/630/EEC<8), and consequently  it is not necessary  to repeat it in this 
Directive, whereas, reference is made to Council  Directive 77/54l/EEC<9), as last amended by 
Commission  Directive 90/628/EEC(,0), Council  Directive 76/115/EEC(,,), as last amended by 
Commission  Directive 90/629/EEC(,2) and Council Directive 74/297/EEC(,3), as last amended 
by  Commission  Directive  91/662/EEC(,4);  whereas  reference  is  made  to  Code  of  Federal 
Regulations 49 CFR Part 572(,5), 

HAVE ADOPTED THIS DIRECTIVE: 

Article 1 

For the purposes of  this Directive,  "vehicle" shall  have the meaning given  to it in Article 2 
of  Directive 70/156/EEC. 

(6>  UN  ECE Regulation  R XX TRANS/SCI/WP29/392. 

(7) 

(8) 

(9) 

(10) 

OJ No L 267,  19.10.1977,  p.  I. 
OJ No L 341, 6.12.1990,  p. 20. 
OJ No L 220,  29.8.1977,  p. 95. 
OJ NoL  341, 6.12.1990,  p.  1. 

(,,)  OJ NoL  24, 30.1.1976,  p. 6. 
(,2)  OJ No L 341, 6.12.1990,  p.  14. 
OJ No L  165, 20.6.1974,  p.  16. 
OJ NoL  366,  31.12.1991,  p.  I. 
United  States of  America Code of  Federal  Regulations,  Title 49, Chapter V,  Part 572; 
obtainable from  the US Government  Printing Office,  Washington,  DC 20402 

(14) 

(15) 

1.  No Member State may, on grounds relating to frontal  impact resistance: 

Article 2 

refuse,  in  respect  of  a type  of  vehicle,  to  grant  EEC type-approval  or national 
type-approval, or 

prohibit  the registration,  sale or entry  into service of  a vehicle, 

if  it complies  with the requirements of  this Directive. 

2.  With effect  from  1 October  1995, Member States: 

shall  not  grant  EEC  type-approval 
Directive 70/156/EEC, and 

in  accordance  with  Article  4  of 

may refuse to grant national  type-approval, 

unless the vehicle type satisfies  the requirements of this Directive. 

3. 

Paragraph 2 shall  not apply to vehicle types approved prior to  1 October  1995 pursuant 
to Directive  74/297/EEC, or subsequent extensions to this approval 

4.  With  effect  from  1  October  2000,  Member  States  shall  consider  certificates  of 
conformity  which  accompany  new  vehicles  in  accordance  with  Directive  70/156/EEC 
to  be  no  longer  valid  for  the  purposes  of  Article  7(1)  of  that  Directive,  if  the 
requirements of this Directive  are not  fulfilled. 

Article 3 

Annex IV to Directive  70/156/EEC is hereby  amended as follows: 

1. 

In Part I, the following  item  is added: 

"53  Frontal  impact resistance 

95/.../EC 

L...  X 

" 

2. 

In Part II, the following  item  is added: 

"53  Frontal  impact resistance 

..." 

Article 4 

In the framework of the adaptation of this Directive to technical progress, a second stage 
shall  be adopted by the Commission.  It shall be based on an impact test using an offset 
deformable barrier and biomechanical  protection  criteria as currently  being  developed 
by the European Experimental  Vehicle Committee (EEVC), as outlined in Annex  III to 
this Directive. 

10 

2 

This  second  stage  shall  be  applicable  at  the  request  of  manufacturers  on  an  optional 
basis from  I October  1996 and shall be mandatory for new vehicle types approved from. 
1 October  !*WS. 

2.  This second stage shall be applicable to all  new vehicles from  1 October 2003, subject 
to a report from  the Commission to the  European  Parliament  and Council  to be made 
no  later  than  I October 2001  on  the  operation  of  the  Directive  and  the  industrial 
feasibility  of  the above date. 

Article. 5 

Member States shall bring into force the laws, regulations and administrative provisions 
necessary  to comply  with this  Directive before  1 October  1995.  They  shall  forthwith 
inform  the Commission  thereof. 

When  Member  States  adopt  these  provisions,  these  shall  contain  a  reference  to  this 
Directive  or  shall  be  accompanied  by  such  reference  at  the  time  of  their  official 
publication.  The procedure for  such  reference  shall  be adopted by  Member States. 

Member States shall  communicate  to the Commission  the texts of the main provisions 
of national  law which they  adopt in the field covered  by this Directive. 

This Directive shall enter into force on the twentieth day following that of its publication in 
the Official  Journal  of the European Communities 

Article 6 

This Directive is addressed to the Member States. 

Article 7 

Done at Brussels, 

For the European Parliament 
The  President 

For the Council 
The President 

11 

LIST OF ANNEXES 

ANNEX  I 

Administrative Provisions for Typo-Appro val 

Appendix  I :  Information Document 

Appendix 2 :  Type-Approval Certificate 

ANNEX  II 

Technical Requirements  (30 tlegree Angled Rigid Barrier Test) 

1.  Scope 

2.  Definitions 

3.  Specifications 

Appendix  1  : Test Procedure 

Appendix 2 : Determination of Performance Criteria 

Appendix 3 :  Arraiu'cmcnt of Dummies and Restraint Systems 

Appendix 4  Test Pi oceilure with Trolley' 

Appendix 5 : Technique of Measurement 

ANNEX  III 

Technical Requirements  (Offset  Deformable Barrier Test) 

1.  Scope 

2.  Definitions 

3.  Specifications 

Appendix  I : Test Procedure 

Appendix 2 :  Determination of Performance Criteria 

Appendix 3 :  Arrangement of Dummies and Restraint Systems 

Appendix 4 : Test  Procedure with Trolley 

Appendix 5 ; Technique of Measurement 

12 

ANNEX  E 

ADMINISTRATiVK  PROVISIONS  FOR  TYPE-APPROVAL 

APPLICATION  FOR  EEC' TYPE  APPROVAL 

The application  for  EEC  type-approval  pursuant  to Article  3 (4) of  Directive 
70/156/EEC  of a  vehicle type with  regard  to  its  frontal  impact  resistance  shall  be 
submittal  by the  manufacturer. 

A model  tor  the  information  document  is given  in Appendix  I 

A vehicle  representative  of the  vehicle type to  be approved shall  be submitted  to  the 
technical  service  responsible  for  conducting  the type-approval  tests. 

The  manufacturer  shall  be entitled  to present  any  data  and  results  of tests  carried  out 
which  make  it  possible  to establish  that  compliance  with  the  requirements  can  be 
achieved  with  a  sufficient  decree of  confidence. 

CiRANTINC  OF  EEC TYPK-APPROVAL 

If the  relevant  requirements are  satisfied,  EEC  type-approval  pursuant  to  Article 
4  (3)  and,  if applicable  4  (4)  of Directive  70/156/EEC  shall  be granted 

A model  for  the  EEC  type-approval  certificate  is given  in Appendix  2. 

An approval  number  in accordance  with  Annex  VII  to  Directive  70/156/EEC  shall  be 
assigned  to each  type of vehicle approved.  The  same  Member  State  shall  not  assign 
the same  number  to another  type of  vehicle. 

In case of doubt,  account  shall  be taken,  when  verifying  the compliance  of the  vehicle 
with  the  requirements  of this  Directive, of any  data  or  test  results  provided  by  the 
manufacturer  which  can  be taken  into consideration  in  validating  the approval  test 
carried  out  by  the approval  authority 

MODIFICATION  OF THE  TYPE  AND  AMENDMENTS  TO  APPROVALS 

In the case of modification  of a  vehicle  type approved  pursuant  to  this  Directive,  the 
provisions  of Article  5 of  Directive  70/156/EEC  shall  apply 

Any  modification  of  the  vehicle  affecting  the  general  form  of  the  structure  of  the 
vehicle  and/or  any  increase  in  mass  greater  than  X  %  which  in  the judgement  of  the 
authority  would  have  a  marked  inlluence  on  the  results  of  the  tests  shall  require  a 
repetition  of  the  test  as  described  in Appendix  I of  Annex  II; 

If  the  modifications  concern  only  the  interior  fittings,  if  the  mass  does  not  differ  by 
more  than  X %  and  if  the  number  of  front  seats  initialK  provided  in  the  vehicle 
remains  the same,  the  following  shall  be carried  out: 

A simplified  test  as  provided  for  in Appendix  4 of Annex  li  and/or, 

A  partial  test  as  defined  by  the  technical  service  in  relation  to  the  modifications 
made. 

I. 

1.1 

1.2 

1.3 

1.4 

2. 

2.1 

2.2 

2.3 

2.4 

3 

3.1 

3.2 

3.3 

3.3.1 

3.3.2 

13 

4 

4.1 

CONFORMITY  OF  PRODUCTION 

As a general  rule, measures to ensure the conformity  of production  shall be taken in 
accordance with the provisions  laid down in Article  10 of Directive 70/156/EEC. 

H 

ANNKX 1 

AniUMidix I 

Informât ion document No 

pursuant  to Annex  I of Council  Directive 70/156/EEC* 

relating to live EEC type-approval  of a vehicle with  respect  to 

11 ont alii1 ipacl  1 esi si a nee 

flic  following  information,  if applicable, must be supplied  in triplicate and  include a list of contents. 
Any drawings must be supplied  in appropriate scale and  in sulTicicnt  detail  on size A4 or on a folder of 
A4 format.  Photographs,  if any, must show sufficient  detail. 

If the systems, components'or separate technical  units have electronic controls, information  concerning 
their performance  must be supplied. 

0 

0.1 

0.2 

0.3 

0.3.1 

0.4 

0.5 

OS 

I. 

1.1 

1.6 

9. 

9.1 

9.2 

GENERAL 

Make (trade  name of manufacturer): 

Type and general  commercial  descriptiou(s): 
Means of identification  of type, if marked on the vehiele(l,): 

Location of that  marking: 
Category of vehicle(c): 

Name and address of  manufacturer: 

Address(es) of assembly plant(s): 

GENERAL  CONSTRUCTION  CHARACTERISTICS  OF THE  VEHICLE 

Photographs and/or drawings of a representative  vehicle: 

Position and arrangement  of the engine : 

BODYWORK 

Type of body work : 

Materials used and  methods of construction : 

9.10 

Interior  fittings 

9.10.3 

Scats 

9  10.3.1 

N u m b e r: 

9.10.3.2 

Position  and arrangement  : 

Dale, file 

*  The item  numbers and  footnotes  used  in this Infoniiation  Document correspond  to those set out in 
Annex  I to Directive  70/156/EEC. 

Items not  relevant  for the purposes of this Directive are omitted. 

15 

ANNEX 1 

Appendix  2 

M O D EL 

(maximum  format  : A4  (210  x  2°7  mm) 

EEC  TYPE-APPROVAL  CERTIFICATE 

STAMP  OF 

ADMINISTRATION 

Communication  concerning  the 

-  type-approval* ^ 

-  extension  of type-approval*'> 

"-  refusal  of  type-approval*!) 

-  withdrawal  of type-approval*1) 

of a  type of vehicle/component/separate  technical  unit^''  with  regard  to  Directive  ../.../EEC',  as 
last amended  by Directive  ../.  7EEC( I) 

Type-approval  Number 

Reason  for  extension 

SECTION  I 

0.1 

0.2 

0.3 

Make  (trade  name of  manufacturer): 

Type and  general  commercial  description(s): 

Means  of  identification  of type,  if marked  on  the  vchicle/component/separate  technical 
unit*»*2); 

0.3.1 

Location  of  that  marking: 

0.4 

0.5 

0.7 

Category  of vehicle*3): 

Name and  address  of  manufacturer. 

In the ease of components  and  separate  technical  units,  location  and  method  of affixing  of 
the  EEC! type-approval  mark: 

0.8 

Addrcss(es)  of assembly  plant(s): 

(')  Delete where  not applicable. 
(2)  If the means of  identification  of typo contains characters  not  relevant  to a description  of the vehicle, 
component  or separate technical  unit  types covered  by this type-approval  certificate,  such  characters 
shall be represented  in the documentation  by the symbol  "?" (e.g. ABC?? 123???). 

(-1)  As defined  in Annex  II A to Directive 70/156/EEC. 

16 

SECTION  II 

1 

Additional  information  (where applicable)  (sec  Addendum) 

2 

3 

4 

5 

6 

7 

8 

9 

1 

1.1 

1.2 

1.3 

1.4 

1.5 

1.6 

Technical  service  responsible  for  carrying  out  the tests: 

Date of test  report : 

Number  of test  report: 

Remarks (if any) (see  Addendum) 

Place: 

Date: 

Signature: 

The  index  to the  information  package  kxlged  with  the approval  authority, which  may  be 
obtained  on  request,  is  attached. 

ADDENDUM 

to  EEC' type-approval  certificate  no  . : 

concerning  the type-approval  of a  vehicle with  regard  to 

Directive 

/ 

/EEC 

Additional  information 

Brief description  of the vehicle  type as  regards  its structure,  dimensions,  lines and 
constituent  materials : 

Description  of  the  protective  system  installed  in the  vehicle 

Description  of the  interior  arrangements  or  fittings  that  might  affect  the  tests : 

Site of engine  : forward  /  rear / central* ' > 

Drive  : front-wl»cel  : tear-wheel*'> 

Mass  of  vehicle  submitted  for  testing  -

Front  axle : 

Rear  axle  : 

Total 

5 

Remarks:  (eg,  valid  for  left-hand  drive and  right-hand  drive  vehicles) 

'  ' '  Delete  where  not  applicable 

17 

ANNEX  H 

TECHNICAL  REQUIREMENTS 

30  Degree  Angled  Rigid  Barrier  Test 

I. 

1:1 

SCOPE 

This  Directive  applies  to  power-driven  vehicles  of category  IV^  of  a  total  permissible 
mass  not  exceeding  2 5  tonnes,  with  the  exception  of  multi-stage  build  vehicles 
produced  in  quantities  not  exceeding  those  fixed  for  a  small  series;  heavier  vehicles 
and  multi-stage  build  vehicles  may  be approved  at  the request  of the  manufacturer; 

2. 

DEFINITIONS 

For  the  purposes  of  this  Directive: 

2.1 

2.2 

2.3 

2.4 

2--Y 

2.6 

2.6.1 

2.6.2  . 

2.6.3 

2.6.4 

"Protective  system"  .means  interior  fittings  and  devices  intended  to  restrain  the 
occupants  and  contribute  towards  ensuring  compliance  with  the  requirements  set  out 
in  Paragraph  3  below; 

"Type  of  protective  system"  means  a  category  of  protective  devices  which  do  not 
differ  in such  essential  respects  as: 

their  technology; 
their  geometry; 
their constituent  materials; 

"Angle  of  impact"  means  the  angle  between  a  line  drawn  perpendicular  to  the  front 
face  of  the  barrier  and  the  line  along  which  the  vehicle  is  travelling  in  a  longitudinal 
forward  direction; 

"Barrier  face"  means  the  face  of  the  element  immediately  behind  the  plywood 
lacing; 

"Anti-slide  devices"  means  steel-profiles  mounted  vertically  to  the  "barrier  face"  as 
specified-in  Appendix  I.  Their  purpose  is  to  reduce  the  lateral  movement  of  the 
vehicle  relative  to the  barrier  during  impact; 

"Vehicle  type"  means  a  category  of  power-driven  vehicles  which  do  not  differ  in 
such  essential  respects  as: 

The  length  and  width  of  the  vehicle,  in  so  far  as  they  have  a  negative  effect  on  the 
results  of the  impact  test  prescribed  in this  Directive, 

The  structure,  dimensions,  lines  and  materials  of  the  part  of  the  vehicle  forward  of 
the  transverse  plane  through  the  "R"  point  of  the driver's  seat  in  so  far  as  they  have  a 
negative  effect  on  the  results  of the  impact  test  prescribed  in this  Directive, 

The  lines  and  inside  dimensions  of  the  passenger  compartment'-and  the  type  of 
protective  system,  in so  far  as  they  have  a  negative  effect  on  the  results  of  the  impact 
test-prescribed  in this Directive,  • ' 

The  siting  (front,  rear  or  centre)  and  the  orientation  (transversal  or  longitudinal)  of 
the  amine. 

18 

2.6.5 

2.6.6 

2.7 

2.8 

2.9 

2.10 

2.11 

3 

3.1 

3.1.1 

3.1.2 

3.1.3 

3.2 

3.2.1 

The  mass,  in  so  far  as  there  is  a  negative  effect  on  the  result  of  the  impact  test 
prescribed  in this  Directive, 

The  optional  arrangements  or  fittings  provided  by  the  manufacturer,  in so far  as  they 
have a  negative effect  on  the  result  of the  impact  test  prescribed  in this  Directive, 

"Passenger  compartment"  means  the  space  for  occupant  accommodation,  bounded 
by  the  roof,  floor,  side  walls,  doors,  outside  glazing  and  the  bulkhead  and  the  plane 
of the  rear  compartment  bulkhead  or  the plane of the  rear-seat  back  support; 

" R"  point  means  a  reference  point  defined  for  each  seat  by  the  manufacturer  in 
relation  to the  vehicle's  structure; 

" H"  point  means  a  reference  point  determined  for  each  seat  by  the  testing  service 
responsible  for  approval; 

"Unladen  kerb  mass"  means  the  mass  of  the  vehicle  in  running  order,  unoccupied 
and  unladen  but  complete  with  fuel,  coolant,  lubricant,  tools  and  a  spare  wheel  (if 
these are  provided  as  standard  equipment  by  the  vehicle  manufacturer). 

"Multi-stage  build"  means  the  procedure  whereby  two  or  more  manufacturers 
separately  and  sequentially  participate  in the construction  of a  vehicle 

SPECIFICATIONS 

General  specifications  applicable  to all  tests 

The  "H"  point  for  each  seat  shall  be  determined  in  accordance  with  the  procedure 
described  in  Annex  III  to Council  Directive  77/649/EEC. 

When  the  protective  system  for  the  front  seating  positions  includes  belts,  the  belt 
components  shall  meet  the  requirements  of  Directive  77/54 l/EEC,  as  amended 

Seating  positions  where  a  dummy  is  installed  and  the  protective  system  includes 
belts,  shall  be  provided  with  anchorage  points  conforming  to  Directive  76/115/EEC, 
as  amended. 

Specifications 

The  performance  criteria  recorded,  in  accordance  with  Appendix  2,  on  the  dummies 
in the  front  outboard  seats  shall  meet  the  following  conditions: 

3  2  I. I 

The head  performance  criterion  (I IPC)  shall  be less  than or  equal  to  1000, 

3.2  1.2 

The  thorax  performance  criterion  (Thl'C)  shall  be  less  than  or  equal  to  75  mm, 

3.2.1.3 

The  femur  performance  criterion  (l;PC!) shall  be  less  than  or  equal  to  10 kN; 

3.2.2 

3.2.3 

3.2.4 

3.2.4.1 

During  the test  no door  shall  open; 

During  the  test  no  locking of the  locking  systems  of the  front  doors  shall  occur; 

After  the  impact,  it shall  be possible,  without  the  use of  tools: 

To  open  at  least  one door  per  seat  row  if the door  exists, and  where  necessary,  tilt  the 
seat-backs or  seats  to allow  the evacuation  of all  the occupants* '\ 

(D 

This requirement  shall  not apply to vehicles not  having a roof of rigid  construction. 

19 

3.2.4.2 

To  release  the  dummies  from  the  restraint  system,  which,  if  locked,  shall  be  capable 
of  being opened  by .a maximum  pressure  of (vdaN  o\\ the  release  control. 

3.2.4.3 

To  remove-the dummies  intact  from  (he  vehicle,  ' 

3.2.5 

3.2.6 

No  more  than  slight  leakage  of  liquid  from  the  fuel  feed  installation  shall  occur  on 
collision; 

If  there  is  continuous  leakage  of  liquid  from  the  fuel-feed 
installation  after  the 
collision,  the  rate of  leakage  shall  not  exceed  5  x  I(H  kg/s;  if the  liquid  from  the  fuel-
feed  system  mixes  with  liquids  from  the other  systems  and  the  various  liquids  cannot 
easily  be separated  and  identified,  all  the  liquids  collected  shall  be  taken  into  account 
in evaluating  the continuous  leakage 

20 

Appendix  I 

TEST  PROCEDURE 

I. 

' • I 

INSTALLATION  AND  PREPARATION  OF THE  VEHICLE 

Testing ground 

The  test  area  shall  be  large  enough  to  accommodate  the  run-up  track,  barrier  and 
technical  installations  necessary  for  the  test.  The  last  part  of  the  track,  for  at  least 
5  m before  the barrier,  shall  be horizontal,  flat  and  smooth. 

1.2 

Barrier 

The barrier  shall  consist  of  a  block  of  reinforced  concrete  not  less  than  3 m  wide  in 
front  and  not  less  than  1.5  m  high.  The  barrier  shall  be  of  such  thickness  that  its 
mass  is  not  less  than  7.x  10'  kg.  The  front  face  shall  be  vertical:  a  line  drawn 
perpendicular  to  the  face  shall  form  an  angle  of  30"  with  the  line  which  the  vehicle 
travels  in  a  longitudinal  forward  direction,  and  the  face  shall  be  covered  with 
plywood  boards  20  mm  thick  in good  condition 
In  addition,  the  ASD  (steel  profiles 
40/40  mm)  shall  be  mounted  vertically  at  a  distance  of  350  mm  left  and  right  of  the 
theoretical  point  of  impact  of  the  vehicle's  longitudinal  plane  of  symmetry  (see 
Figure  I).  The  barrier  shall  be  anchored  in  the  ground  with,  if  necessary,  additional 
arresting  devices  to prevent  its displacement 

1 3 

Orientation  of the  barrier 

The  orientation  of  the  angle  of  30°  shall  be  such  that  the  first  contact  of  the  vehicle 
with  the  barrier  shall  be  on  the  steering-column  side  Where  there  is  a  choice 
between  carrying  out  the  test  with  a  right-hand  or  left-hand  drive  vehicle,  the  test 
shall  be  carried  out  with  the  less  favourable  orientation  as  determined  by  the  official 
laboratory  responsible  for  the tests 

1.4 

1.4.1 

Suite of  vehicle 

General  specification 

The  test  vehicle  shall  be  representative  of  the  series  production,  shall  include  all  the 
equipment  normally  fitted  and  shall  be  in  normal  running  order  Some  components 
may  be  replaced  by  equivalent  masses  where  this  substitution  clearly  has  no 
noticeable  effect  on  the  results  measured  under  Paragraph  6 

1.4.2 

Mass_of  vehicle 

1.4.2.1 

For  the  test,  the  mass  of  the  vehicle  submitted  shall  be the  unladen  kerb  mass; 

1.4.2.2 

1.4.2.3 

1.4.2.4 

The  fuel  tank  shall  be  filled  with  water  to  mass  equal  to  l>() %  of  the  mass  of  a  full 
tank  as  specified  by the  manufacturer; 

All  the other  systems  (brake,  cooling,  etc.)  may  be empty;  in this  case  the  mass  of  the 
liquids  shall  be  offset. 

If  the  mass  of  the  measuring  apparatus  on  board  the  vehicle  exceeds  the  25  kg 
allowed,  it  may  be compensated  by  reductions  which  have  no  noticeable  effect  on  the 
results  measured  under  Paragraph  6  below. 

21 

1.4.2.5 

1.4.2.6 

The  mass  of  the  measuring  apparatus  shall  not  change  each  axle  reference  load  by 
more than  5 %,  each  variation  not  exceeding  20  kg; 

The  mass  of  the  vehicle  resulting  from  the  provisions  of  Paragraph  1.4.2.1  above 
shall'be  indicated  in the  report. 

1.4.3 

Passenger  compartmen{. aijju sJjnaU s 

1.4.3.1 

Position  of steering  wheel 

The  steering  wheel,  if adjustable,  shall  be  placed  in  the  normal  position  indicated  by 
the  manufacturer  or,  failing  that,  midway  between  the  limits  of  its  range(s)  of 
adjustment.  At  the  end  of  propelled  travel,  the  steering  wheel  shall  be  left  free,  with 
its  spokes  in  the  position  which  according  to  the  manufacturer  corresponds  to 
straight-ahead  travel  of the -vehicle. 

1.4.3.2 

Glazing' 

For  test 
The  movable  glazing  of  the  vehicle  shall  be  in  the  closed  position. 
.measurement  purposes  and  in  agreement  with  the  manufacturer,  it  may  be  lowered, 
provided  that  the position  of  the operating  handle  corresponds  to the  closed  position. 

1.4.3.3 

Ciear-chaiige  lever 

The gear-change  lever  shall  be  in  the  neutral  position. 

1.4.3.4 

Pedals 

The  pedals  shall  be  in their  normal  position  of  rest. 

1.4.3.5 

Doors 

The  doors  shall  be closed  but  not  locked. 

1.4.3.6 

Opening  roof 

If  an  opening  or  removable  roof "is  fitted,  it  shall  be  in  place  and  in  the  closed 
position.  For  test  measurement  purposes  and  in  agreement  with  the  manufacturer,  it 
may  be open. 

1.4.3.7 

Sun-visor 

The  sun-visors  shall  be  in'the stowed  position. 

1.4.3.X 

'Rear^vieNv.mirror 

The  interior  rear-view  mirror  shall  be  in the  normal  position  of.use. 

1-4.3.9 

Ajnirrcsts 

Arm-rests  at  the  front  and  rear,  if  movable,  shall  be  in  the  lowered  position,  unless 
this  is prevented  by  the  position  of  the dummies  in the  vehicles. 

1.4.3.10 

Head  restraints 

Head  restraints  adjustable  for  height  shall  be  in their  uppermost  position. 

1.4.3  II 

Seats 

1.4.3.1 1.1  Position  of  front  seats 

Scats  adjustable  longitudinally  shall  be  placed  so  that  then  "II" point,  (see  3.1.1)  is 
in  the  middle  position  of  travel  or  in  the  nearest  locking  position  thereto,  and  at  the 
height  position  defined  by  the  manufacturer-(if  independently  adjustable  for  height). 

22 

In  the  case  of  a  bench  seat,  the  reference  shall  be  to  the  "H"  point  of  the  driver's 
place. 

1.4.3.11.2  Position  of the front  seat-backs 

If  adjustable,  the  seat-backs  shall  be  adjusted  so  that  the  resulting  inclination  of  the 
torso  of  the dummy  is as  close  as  possible  to  that  recommended  by  the  manufacturer 
for  normal  use  or, 
the 
manufacturer,  to 25° towards  the  rear  from  the  vertical. 

in  the  absence  of  any  particular  recommendation  by 

1.4.3.11.3  Rear  seats 

If  adjustable,  the  rear  seats  or  rear  bench  seats  shall  be  placed  in  the  rearmost 
position 

2. 

2.1 

2.1.1 

DUMMIES 

Front  seats 

A  dummy  corresponding  to  the  specifications  for  Hybrid  III(1)  and  meeting  the 
specifications  for  its  adjustment  shall  be  installed  in  each  of  the  front  outboard  seats 
in  accordance  with  the  conditions  set  out  in  Appendix  3  The  dummy  shall  be 
equipped  for  recording  the  data  necessary  to determine  the  performance  criteria  with 
measuring  systems  corresponding  to  the specifications  in Appendix  5. 

2.1.2 

The  adjustment  of  the  dummy  shall  be  approximately  the  same  before  and  after  the 
test. 

2.1.3 

The  car  will  be tested  with  restraint  systems,  as  provided  by  the  manufacturer. 

3 

3.1 

3.2 

3.3 

PROPULSION  OF  VEHICLE 

The vehicle  shall  not  he-profiled  by  its own  engine, 

At  the  moment  of  impact  the  vehicle  shall  no  longer  be  subject  to  the  action  of  any 
additional  steering  or  propelling  device, 

It shall  reach  the obstacle  on  a course  which  is  not  more  than  150 mm  laterally  out  of 
line with  the theoretical  course  in either  direction. 

TEST  SPEED 

Vehicle  speed  at  the  moment  of  impact  shall  be  50.+  0,  -  2  km/h.  However,  if  the 
test  was  performed  at  a  higher  impact  speed  and  the  vehicle  met  the  requirements,  the 
test  shall  be considered  satisfactory. 

U) 

The  technical  specifications  and  detailed  drawings of Hybrid  III. corresponding  to the  principal 
dimensions  ol  a  fiftieth  |>crccii!ilc  male of the  Uniletl  Stales  of  Anierica,  and  the  specifications 
for  its  adjustment  for  this  test  are  deposited  will»  Ihe  Secretary-General  of  the  United  Nations 
and  may  l>c consulted  on  request  at  the  secretarial  of  the  Economic  Commission  for  Europe, 
Palais des Nations, (ieneva.  Switzerland. 

23 

5. 

5.1 

5.2 

MEASUREMENTS  TO) HE  MADE  ON  DUMMY  IN  FRONT  SEATS 

All  the  measurements  necessary  for  the  verification  of  the  performance  criteria  shall 
be  made  with  measurement  systems  corresponding 
the  specifications  of 
Appendix  5. 

to 

The  different  parameters  shall  be  recorded  through  independent  data  channels  of  the 
following  CFC  (Channel  Frequency  Class): 

52.1 

Measurements  in the head  of  the  dummy 

The  acceleration  (a)  referring  to  the  centre  of  gravity  is  calculated  from  the  triaxial 
components  of the acceleration  measured  with  a  CFC  of  1000. 

5.2.2 

Measurements  in the thorax  of the  dummy 

The chest  deflection  shall  be  measured  with  a  CFC  of  1X0. 

5.2.3 

Measurements  in the  femur  of the  dummy 

The  axial  compression  force  shall  be -measured  with, a  ( TC  of  600. 

6. 

6.1 

6.2 

MEASUREMENTS  TO  BE MADE  ON  II IE  VEHICLE 

test  described 

To  enable  the  simplified 
in  Appendix  4  to  be  carried  out,  the 
deceleration  time  history  of the structure  shall  be determined  on  the  basis  of  the  value 
of  the  longitudinal  accelerometeis  at  the  base  of  the  "B"  pillar  on  the  struck  side  of 
the  vehicle  with  a  CFC  of  1X0  by  means  of  data  channels  corresponding  to  the 
requirements  set out  in  Appendix  5; 

The  speed  time  history  which  will  be  used  in  the  test  procedure  described  in 
Appendix  4  shall  be obtained  from  the  longitudinal  aceelerometer  at  the  "B" pillar  on 
the struck  side. 

24 

FIGURE  I 

30° Barrier with ASP (Anti-Slide  Devices) 

ZftftlfFt 
PLYWOOD 

25 

Appendix 2 

D E T E R M I N A T I ON  OF  P E R F O R M A N CE  C R I T E R IA 

I. 

LI 

1.2 

1.2.1 

1.2.2 

2. 

2.1 

3. 

3.1 

H E AD  PERFORMANCE  C RU  CKION(UPC) 

Niis  criterion  is  considered  to  be  satisfied  when,  during  the  test,  there  is  no  contact 
between (he head and any  vehicle  component. 

If  that  is  not  the case, a calculation  of  the  value  of  UPC  is  made, on  the  basis  of  the 
acceleration  (a),  measured  according  to  Annex  I I,  Ap|>cndi\  I,  Paragraph  5.2  I,  by 
the following expression 

/ / /V 

(/ 

/.J 

1  L//  2 5 

in which: 

If  the beginning of  the head contact  can be determined  satisfactorily. (,  and t2  arc  the 
two  lime  instants, expressed m seconds, defining, an interval  bel ween (he beginning  of 
the  head  contact  and  the  end  of  the  recording  tin  which  (he  value  of  UPC  is 
maximum, 

If  the  beginning  of  the  head contact  cannot  be determined,  t(  and t2 are  the  two  time 
instants, expressed  in  seconds, defining a time  interval  between  the beginning and  the 
end of the recording  for  which  the  value of  I IPC  is maximum. 

T H O R AX  P E R I O R M A N(  EC  KITERION  (ThPC) 

This  criterion  is  determined  by  the  absolute  value  of  the  thorax  deformation, 
expressed  in nun and measured according to  Annex  I I. Appendix  I.  Paragraph  5.2.2. 

FEMUR  PERFORMANCE  C RU  ERION  (FPC) 

'litis  criterion  is  determined  by  the  compression  load  expressed  in  k N.  transmitted 
axially  «>n  each  femur  of  die  dummy  and  mcasiiied  according  to  Annex 
I I. 
Appendix  L  Paragraph  5 .>  \ 

26 

Afwendix 3 

A R R A N G E M E NT  AND INSTALLATION OF DUMMIES  AND 

AIM!ISTMENT OF RES I RAIN I  SYSTEMS 

I 

I. I 

ARRANOEMENÏ  OF  DUMMIES 

Separate seals 

'Ilie  plane of symmetry  of the dummy  shall coincide  with  (he vertical  median plane  of 
the seat. 

1.2 

Front  bench seal 

1.2.1 

Driver 

The  plane  of  symmetry  of  the dummy  shall  lie  in  the  vertical  plane  passing  through 
the steering wheel  centre  and  parallel  to  the  longitudinal  median  plane  of  the  vehicle. 
If  the  seating  position  is  determined  by  the  shape  of  (he  bench,  such  seat  shall  be 
regarded as a separate seat. 

1.2.2 

( Kiter passenger 

'Hie  plane  of  symmetry  of  (he  dummy  shall  be  symmetrical  with  thai  of  the  driver 
dummy  relative  to  the  longitudinal  median  plane  of  the  vehicle 
If  the  seating 
position  is  determined  by  (he  shape  of  (he  bench,  such  seal  shall  be  regarded  as  a 
separate seal 

I  3 

Bench seat  for  front  passengers  (not  including, driver) 

The  planes  of  symmetry  of  the  (.lummy  shall  coincide  with  the  median  planes  of  the 
seating positions defined  by  the  manufacturer 

I 4 

Rear bench seal 

The dummy  shall  be placed  in a tongitmiinal  plane  substantially  corresponding  to  the 
place of symmetry  of the driver  dummy. 

2 

2.1 

I N S T A L L A T I ON  OF  D U M M I ES 

Head 

The  transverse  instrumentation  platform  of  the  head  shall  be  horizontal  within  0  5" 
To  level  the  head  of  the  lest  dummy 
in  vehicles  with  upright  seats  with  non-
adjustable  backs, (he following  sequences  must  be  followed  First  adjust  (he  position 
of  the  ll-poml  within  the  limits  set  forth  in  Paragraph ?.  4  \  I  of  (his  Appendix  to 
level  (he  transverse  instrumentation  platfonn  of  the  head  of  the  lest  dummy 
If  the 
transverse  instrumentation  platform  of  the  head  is  still  not  level,  then  adjust  the 
pelvic  angle  of  the  test  dummy  within  the  limits  provided  in  Paragraph  2 4  3 2  of 
(his  Appendix 
If  (he  transverse  instrumentation  platform  of  the  head  is  still  not 
level,  then adjust  the  neck  bracket  of  the  test  dummy  the  minimum  amount  necessary 
to ensure  that  the  transvase  instrumentation  platform  of  the  head  is  horizontal  within 
0.5". 

27 

2  2 

2.2.1 

2.2.2 

2.3 

2 3.1 

2.3.2 

2.4 

2.4.1 

2.4.2 

Arms 

The driver's  upper  arms  shall  be  adjacent  to  the  torso  with  the  centrelines  as  close  to 
a  vertical  plane as  possible. 

The  passenger's  upper  arms  shall  be in contact  with  the  seat  back  and  the sides  of  the 
torso. 

Hands 

The  palms  of  the  driver -lest  dummy  shall  be  in  contact  with  the  outer  part  of  the 
steeling  wheel  rim  at  the  rim's  horizontal  centreline.  The  thumbs  shall  be  over  the 
steering  wheel  rim  and  shall  be  lightly  taped  to  the  steering  wheel  rim  so  that  if  the 
hand  of the  test  dummy  is  pushed  upward  by  a  force  of  not  less  than  8°  N  and  not 
more than  22.2  N, the tape shall  release  the hand  from  the steering  wheel  rim. 

The  palms  of the  passenger  test  dummy  shall  be  in contact  with  outside  of thigh.  The 
little  finger  shall  be  in contact  with  the seat  cushion 

Torso 

In  vehicles  equipped  with  bench  seats,  the  upper  torso  of  the  driver  and  passenger 
The  midsagittal  plane  of  the  driver 
test  dummies  shall  rest  against  the  seat  back 
dummy  shall  be 'vertical  and  parallel  to  the  vehicle's  longitudinal  centreline,  and  pass 
through  the,centre.of  the  steering  wheel  rim.  The  midsagittal  plane  of  the  passenger 
dummy  shall  be  vertical  and  parallel  to  the  vehicle's  longitudinal  centreline  and  the 
same distance  from  the  vehicle's  longitudinal  centreline as  the  midsagittal  plane  of  the 
driver  dummy. 

torso  of  the  driver  and 
In  vehicles  equipped  with  individual  seals 
passenger  test  dummies  shall  rest  against  the  seal  back. 
I he  midsagittal  plane  of  the 
driver  and  the  passenger  dummy  shall  be  vertical  and  shall  coincide  with  the 
longitudinal  centreline  of the  individual  scat. 

the  upper 

2.4.3 

Lower  torso 

2.4.3.1 

'H-point 

The  I l-point  of  the driver  and  passenger  test  dummies  shall  coincide  within  13 mm  in 
the  vertical  dimension  and  13 nun  in  the  horizontal  dimension  of a  point  6'mm  below 
the  position  of  the  I l-point  except  that  the  length  of  the  thigh  and  lower  leg  segments 
of  the  H-point  machine  shall  be  adjusted  to  414  and  401  mm,  instead  of  the  432  and 
417  mm  respectively. 

2.4.3.2 

Pelvic  angle 

As  determined  using  the  pelvic  angle  gauge*!)  inserted  into  the  H-point  gauging  hole 
of  the dummy,  the angle  measured  from  the  horizontal  on  the  76.2  mm  flat  surface  of 
the gauge  shall  be  22  5"  i  2  5" 

2.5 

Legs 

The  upper  legs  of  the  driver  anil  passenger  test  dummies  shall  rest  against  the  seat 
I he  initial  distance  between 
cushion  to the extent  permitted  by  placement  of  the  feet 

( l) 

Until an  international  standard  has been adopted  for this item, gauges conforming  to GM 
drawing  78051-5 ?2. referencing  Part  572. shall  be. used. 

2.6 

2.6.1 

2.6.2 

2.7 

2.8 

the outboard  knee clevis  flange  surfaces  shall  be 20°-  mm  .  To  the extent  practicable, 
the  lefl  leg  of  the  driver  dummy  and  both  legs  of  the  passenger  dummy  shall  be  in 
vertical  longitudinal  planes  To  the  extent  practicable,  the  right  leg  of  the  driver 
dummy  shall  be  in  a  vertical  plane.  Final  adjustment  to  accommodate  placement  of 
for  various  passenger  compartment 
feet 
configurations  is permitted. 

in  accordance  with  Paragraph  2.6 

Feet 

The  right  foot  of  the driver  test  dummy  shall  rest  on  the  undepressed  accelerator  with 
the  rearmost  point  of  the  heel  on  the  floor  surface  in  the  plane  of  the  pedal 
If  the 
foot  cannot  be placed  on  the  accelerator  pedal,  it  shall  be positioned  perpendicular  to 
the  tibia  and  placed  as  far  forward  as  possible  in  the direction  of  the  centreline  of  the 
pedal  with  the  rearmost  point  of  the  heel  resting  on  the  floor  surface  The heel  of  the 
left  foot  shall  be  placed  as  far  forward  as  possible  and  shall  rest  on  the  floor  pan 
The  left  foot  shall  be positional  as  flat  as possible  on  the  toeboard.  The  longitudinal 
centreline  of  the  lefl  foot  shall  be  placed  as  parallel  as  possible  to  the  longitudinal 
centreline  of  the  vehicle 

The heels  of  both  feet  of  the  passenger  test  dummy  shall  be  placed  as  far  forward  as 
possible  and  shall  rest  on  the  floor  pan  Doth  feet  shall  be  positioned  as  flat  as 
possible  on  the  toeboard  The  longitudinal  centreline  ol  the  feet  shall  be  placed  as 
parallel  as possible  to the  longitudinal  centreline  of  the  vehicle. 

The measuring  instruments  installed  shall  not  in  any  way  affect  the  movement  of  the 
dummy  during  impact 

The  temperature  of  the  dummies  and  the  system  of  measuring  instruments.shall  be 
stabilised  before  the  test  and  maintained  so  far  as  possible  within  a  range  between 
l " ° C a n d 2 2 " C. 

A D J U S T M E NT  OF  RESTRAINT  SYSTEM 

With  the test  dummy  at  its  designated  seating  position  as  specified  by  the  appropriate 
requirements  of  Paragraphs  2  1 through  2.6.  place  the  belt  around  the  test  dummy 
and  fasten  the  latch.  Remove  all  slack  from  the  lap  belt.  Pull  the  upper  torso 
webbing  out  of  the  retractor  and  allow  it  to  retract;  Repeat  this  operation  four  times. 
Apply  a tension  load  of  between  X ()  and  17 X N  to  the  lap  belt 
If  the  belt  system  is 
equipped  with  a  tension-relieving  device,  intioiluce  the  maximum  amount  of  slack 
into  the  upper  torso  belt  that  is  recommended  by  the  manufacturer  for  normal  use  in 
the owner's  manual  for  the  vehicle 
If  the  belt  system  is  not  equipped  with  a  tension-
relieving  device,  allow  the  excess  webbing  in  the  shoulder  belt  to  be  retracted  by  the 
retractive  force  of  the  retractor. 

29 

Appendix  4 

TEST  PROCEDURE  W I TH  TROLLEY 

I. 

II 

TEST 'INSTALLATION  ANDPROCEDURE 

Trolley 

The  trolley  shall  be  so  constructed  that  no  permanent  deformation  appears  afler  the 
test.  It  shall  be  so guided  that,  during  the  impact  phase,  the  deviation  in  the  vertical 
plane does  not  exceed  5° and  2°  in the horizontal  plane. 

1.2 

1.2.1 

State of the  structure 

General 

The  structure  tested  shall  be  representative  of  the  series  production  of  the  vehicles 
concerned.  Some  components  may  be replaced  or  removed  where  such  replacement 
or  removal  clearly  has  no effect  on .the test  results 

1.2.2 

Adjustments 

Adjustments  shall  conform  to  those  set  mit  in  Paragraph  1.4 3  of  Appendix  I  to  this 
Directive, taking  into account  what  is stated  in  Paragraph  1.2.-1. 

Attachment  of  the .structure 

The  structure  shall  be  firmly  attached  to  the  trolley  in  such  a  way  that  no  relative 
displacement  occurs  during  the test. 

The  method  used  to  fastemthe  structure  to  the  trolley  shall  not  have  the  effect  of 
strengthening  the  seal  anchorages  or  restraint  devices,  or  of  producing  any  abnormal 
deformation  of  the  structure. 

The attachment  device  recommended  is  (hat  whereby  the  structure  rests  on  supports 
placed  approximately  in  the  axis  of  the  wheels  or,  if  possible,  whereby  the  structure 
is secured  to the  trolley  by  the  fastenings  of  the suspension  system 

The  angle  between  the  longitudinal  axis  of  the  vehicle  and  the  trolley  shall  be  12° ± 
2°  from  the struck  vehicle 

1-3 

1.3.1 

1.3.2 

1.3.3 

1.3.4 

1.4 

Dliininies 

The  dummies  and  their  positioning  shall  conform  to  the  specifications  in  Appendix  1, 
Paragraph  2 

1.5 

1.5.1 

Measuring  apparatus 

Deceleration  of  the  structure 

The  position  of  the  transducers  measuring  the  deceleration  of  the  structure  during  the 
impact  shall  be  parallel .to  the  longitudinal  axis  of  the  trolley  according  to  the 
specifications  of  Appendix  .5 (CFC  1X0). 

1.5.2 

Measurements  to be  made  on  the  dummies 

All  the  measurements  necessary  for  checking  the  listed  criteria  are  set  out  m 
Appendix  I,. Paragraph  5. 

1.6 

Deceleration  eurveof  the  structure 

30 

The deceleration  curve  of  the  structure  during  the  impact  phase  shall  be such  that  the 
"variation  of  speed  in  relation  to  time"  curve  obtained  by  integration  at  no  point 
differs  by  more  than  ±  1 m/s  from  the  "variation  of  speed  in  relation  to  time" 
reference  curve  of  the  vehicle  concerned  as  defined  in  Figure  1  of  this  Appendix. 
A  displacement  with  regard  to  the  time  axis  of  the  reference  curve  may  be  used  to 
obtain  the structure  velocity  inside  the  corridor. 

1.7 

Reference curve  AV 

f(t)  of  the  vehicle  concerned 

This  reference  curve  is  obtained  by  integration  of  the  deceleration  curve  of  the 
vehicle  eoneerned  measured  in  I he  frontal  collision  lest  against  a  barrier  as  provided 
for  in  Paragraph  6 of  Appendix  I  lo  (his  Diieclive. 

IX 

Equivalent  method 

The  lest  may  be  performed  by  some  other  method  than  that  of  deceleration  of  a 
trolley,  provided  that  such  method  complies  with  the  requirement  concerning  the 
range of  variation  of speed described  in  Paragraph  1.6. 

Appendix  4 -  Figure  I 

E Q U I V A L E N CE  C U R VE  -  TOLERANC  E  B A ND  FOR  C U R VE  V  =  ftp 

I It 11  III  NCI 
amvi 
vi men 
AfiAINSI 
HAIIItlHt 

/ 

in/» 

speed 

variation 

• 1 m/s 

time  |f| 

3Î 

Appendix  5 

PEC UNIQUE  OF  MEASUREMENT  IN  MEASUREMENT  TESTS: 

INSTRUMENTATION 

I. 

1.1 

DEFINITIONS 

Data  channel 

A  data  channel  comprises  all  the  instrumentation  from  a  transducer  (or  multiple 
transducers  whose  outputs  are  combined  in  some  specified  way)  up  to  and  including 
any  analysis  procedures  that  may  alter  the  frequency  content  or  the  amplitude  content 
of  data. 

12 

Transducer 

The  first  device  in a  data  channel  used  to convert  a  physical, quantity.to  be  measured 
into  a  second  quantity  (such  as  an  electrical  voltage)  which  can  be  processed  by  the 
remainder  of the channel 

1.3 

Channel  amplitude  class:  ( AC 

The  designation  for  a  data  channel  that  meets  certain  amplitude  characteristics  as 
specified  in  this  Appendix.  The  CAC  number  is  numerically  equal  to the  upper  limit 
of  the  measurement  range. 

1-4 

•Characteristic  frequencies  I'n,  l'|,  FN 

These  frequencies  are defined  in  Figure  1. 

1-5 

Channels  frequency  class:  CFC 

The  channel  frequency  class  is  designated  by  a  number  indicating  that  the  channel 
frequency  response  lies  within  the  limits  specified  in  Figure  1.  This  number  and  the 
value of the  frequency  l*'n in  11/ arc  numericalK  equal 

1.6 

Sensitivity  coefficient 

The  slope  of  the  straight  line  representing  the  best  fit  to  the  calibration  values 
determined  by  the method  of  least  square  within  the channel  amplitude  class. 

1.7 

Calibration  factor  of a data  channel 

The  mean  value  of  the  sensitivitv  coefficients  evaluated  over  frequencies  which  are 
evenly  spaced  on  a  logarithmic  scale  betweenT'|  and  0.4  F,, 

IX 

Linearity  error 

The  ratio,  in  per  cent,  of  the  maximum  difference  between  the  calibration  value  and 
the'corresponding-value  read  on  the  straight  line  defined  in  Paragraph  1.6.  at  the 
upper  limit  of  the channel  amplitude  class. 

1.9 

Cross  sensitivity 

The  ratio  of  the output  signal  to  the  input  signal,  when  an  excitation  is  applied  to  the 
transducer perpendicular  to  the  measuiement  axis 
It  is expressed  as  a  percentage  of 
the  sensitivity  along  the  measuiement  axis. 

1.10 

Phase  delay  lime 

W 

The  phase  delay  time  of  a  data  channel  is  equal  to  the  phase  delay  (in  radians)  of  a 
sinusoidal  signal,  divided  by  the angular  frequency  of that  signal  (in  radians/s). 

Environment 

The  aggregate,  at  a  given  moment,  of  all  external  conditions  and  influences  to  which 
the data  channel  is  subjected. 

2. 

2.1 

PERFORMANCE  REQUIREMENTS 

Ljiieanty  error 

The  absolute  value  of  the  linearity  error  of  a  data  channel  at  any  frequency  in  the 
CFC,  shall  be  equal  to  or  less  than  2.5  %  of  the  value  of  the  CAC,  over  the  whole 
measurement  range 

2  2 

Amplitude  against  frequency 

The  frequency  response  of  a  data  channel  shall  he  within  the  limiting  curves  given  in 
Figure  I.  The zero ill* line  is determined  bv  the calibration  factor 

2  3 

Phase delay  time 

The phase delay  time  between  the  input  alid  the  output  signals  of  a  data  channel  shall 
be determined  and  shall  not  vary  by  moie  than  0  I  Fn  s between  0 03  F,, and  FM 

2.4 

2.4.1 

Tunc 

Time  base 

A time  base  shall  be  recorded  and  shall  at  least  give  10 ms  with  an  accuracy  of  1 %. 

2.4.2 

Relative  time delay 

The  relative  time  delay  between  the  signal  of  two  or  more  data  channels,  regardless 
of their  frequency  class,  must  not  exceed  I  ms excluding  delay  caused  by  phase  shift. 

Two  or  more  data  channels  of  which  the  signals  are  combined  shall  have  the  same 
frequency  class  and  shall  not  have  relative  time delay  greater  than  0.1  FM  s. 

This  requirement  applies  to analogue  signals  as  well  as  to  synchronisation  pulses  and 
digital  signals. 

2.5 

Transducer  cross  sensitivity 

The transducer  cross  sensitivity  shall  be  less  than  > %  in any  direction. 

2.6 

Calibration 

2.6.1 

General 

A  data  channel  shall  be  calibrated  at  least  once  a  year  against  reference  equipment 
traceable  to  known  standards 
The  methods  used  to  carry  out  a  comparison  with 
reference  equipment  shall  not  introduce  an  error  greater  than  I %  of  the  CAC.  The 
use  of  the  reference  equipment  is  limited  to  the  frequency  range  for  which  they  have 
been  calibrated.  Subsystems  of a data  channel  may  be evaluated  individually  and  the 
results  factored  into  the  accuracy  of  the  total  data  channel 
This  can  be  done  for 
example  by  an  electrical  signal  of  known  amplitude  simulating  the  output  signal  of 
the  transducer  which  allows  a  check  to  be  made  on  the  gain  factor  of  the  data 
channel, excluding  the  transducer. 

2.6.2 

Accuracy  of  reference  equipment  for  calibration 

33 

The  accuracy  of  the  reference  equipment  shall  be  certified  or  endorsed  by  an  official 
metrology  service. 

2.6.2.1 

Static  calibration 

2.6.2.1.1 

Accelerations 

The errors  shall  be  less  than  I  I  5 % of  the channel  amplitude  class. 

2.6.2.1.2 

Forces 

The error  shall  be  less  than  t  I % of the channel  amplitude  class. 

2.6.2.1.3 

Displacements 

The error  shall  be less  than  ±  I % of  the channel  amplitude  class. 

2.6.2.2 

Dynamic  calibration 

2.6.2.2.1 

Accelerations 

The  error  in  the  reference  accelerations  expressed  as  a  percentage  of  the  channel 
amplitude  class  shall  be  less  than  I  1.5 %  below  400  Hz,  less  than  ±2  %  between 
400  Hz and  u00  Hz,  and  less  than  i  2 5 % above  0()() I lz. 

2.6.2.3 

'finie 

The  relative error  in the  reference  time shall  be  less  than  10" 

2.6.3 

Sensitivity  coefficient  and  linearity  error 

Thé  sensitivity  coefficient  and  the  linearity  error  shall  be  determined  by  measuring 
the  output  signal'of  the  data  channel  against  a  known  input  signal  for  various  values 
of  this  signal.  The  calibration  of the data  channel  shall  cover  the  whole  range  of  the 
amplitude  class. 

For  bi-directional  channels,  both  the positive  and  negative  values  shall  be  used. 

If  the  calibration  equipment  cannot  produce 
input  owing  to  the 
excessively  high  values  of  the  quantity  to  be  measured,  calibrations  shall  be  carried 
out  within  the  limits  of  the calibration  standards  and  these  limits  shall  be  recorded  in 
the test  report. 

the  required 

A total  data  channel  shall  be calibrated  at  a  frequency  or  at  a  spectrum  of  frequencies 
having  a  significant  value  between  F|_and-U,4  l'n 

2.6.4 

Calibration  of  the  frequency  response 

The  response  curves  of  phase  and  amplitude  against  frequency  shall  be  determined 
by  measuring  the  output  signals  of  the  data  channel  in  ternis  of  phase  and  amplitude 
against  a  known  input  signal,  foi  various  values  of-this  signal  varying  between  \;
and  10 times .the CI;C.or-3000  Hz,  whichever  is  lower. 

L 

2  7 

lyiyironiiieiital  effects 

A  regular  check  shall  be  made  to  identify  any.-environmental  influence  (such  as 
electric  or  magnetic  flux,  cable  velocity,  etc  )  This  can  be  done  for  instance  by 
recording  the-  output  of  spare  channels-  equipped  with  dummy  transducers. 
If 
significant  output  signals  are  obtained  corrective  action  shall  be  taken,  for  instance 
by  replacement  of cables. 

2.8 

.Choice and  designation  of the (lata  channel 

The  CAC! and  CFC  define.a  data  channel. 

34 

The  CAC! shall  be  I,  2 or  5 to a  power  often. 

3. 

MOUNTING  OF  TRANSDUCERS 

Transducers  should  be  rigidly  secured  so  that  their  recordings  are  affected  by 
vibration  as  little  as  possible  Any  mounting  having  a  lowest  resonance  frequency 
equal  to  at  least  5  times  the  frequency  FM  of  the  data  channel  considered  shall  be 
considered  valid  Acceleration  transducers  in  particular  should  be  mounted  in  such  a 
way  that  (he  initial  angle  of  the  leal  measurement  axis  to  the  corresponding  axis  of 
the  reference  axis  system  is  not  greater  than  5"  unless  an  analytical  or  experimental 
assessment  of  the  effect  of  the  mounting  on  the  collected  data  is  made.  When  multi-
axial  accelerations  at  a  point  are  to  be  measured,  each  acceleration  transducer  axis 
should  pass  within  10 mm  of  that  point,  and  the  centre  of  seismic  mass  of  each 
accelerometer  should  be within  30  mm of  that  point. 

4 

4  1 

RECORDING 

Analogue  magnetic  recorder 

Tape  speed  should  be  stable  to  within  not  more  than  0.5  %  of  the  tape  speed  used. 
The  signal-to-noise  ratio  of  the  recorder  should  not  be  less  than  42 dB  at  the 
maximum  tape  speed.  The total  harmonic  distortion  should  be  less  than  3 %  and  the 
linearity  error  should  be  less  than  1 % of the-measurement  range. 

4.2 

Digital  magnetic  recorder 

Tape  speed  should  be stable  to within  not  more  than  10 % of  the  tape  speed  used. 

4.3 

Paper  tape  recorder 

In case  of  direct  data  recording  the  paper  speed  in  m m/s  should  be  at  least  1.5 times 
the  number  expressing  \:
u  in  I Iz.  In other  eases  the  paper  speed  should  be  such  that 
equivalent  resolution  is obtained 

5. 

5.1 

DATA  PROCESSING 

Filtering 

Filtering  corresponding  to  the  frequencies  of  the  data  channel  class  may  be  carried 
out  during  either  recording  or  processing  of  data.  However,  before  recording, 
analogical  filtering  at  a  higher  level  than  Cl'C  should  be  effected  in  order  to  use  at 
least  50  %  of  the  dynamic  range  of  the  recorder  and  to  reduce  the  risk  of  high 
frequencies  saturating  the  recorder  or  causing  aliasing  errors  in  the  digitizing 
process. 

5.2 

V2  I 

Digililizing 

Sampling  frequency 

The  sampling  frequency  should  be  equal  to  at  least  8  I'n 
recording,  when  the  recording  and 
frequency  can  be divided  by  the speed  ratio 

leading  speeds  are  different, 

In  the  ease  of  analogue 
the  sampling 

5.2.2 

Amplitude  resolution 

The size of digital  words  should  be at  least  7 bits  and  a  parity  bit. 

35 

PRESENTATION  OF  RESULTS 

The  results  should  be presented  on  A4  size  paper  (2 10 x 297  mm).  Results  presented 
as  diagrams  should  have  axes  scaled  with  a  measurement  unit  corresponding  to  a 
suitable  multiple  of the  chosen  unit  (for  example,  1, 2,  5,  10, 20  mm).  SI  units  shall 
be  used,  except  for  vehicle  velocity,  where  km/h  may  be  used,  and  for  accelerations 
due to  impact  where g,  with  g  ~~  9.8 I m/s", may  be  used. 

Figure  I.  Frequency  response  curve 

20  log 

„, 

-N 

FREQUENCY 

11/ 

36 

ANNEX  111 

OU 1 LINK  REQU1KEMKN  IS 

Offset  DcfrrraialnV  Barrier  Tes* 

In accordance  with  Article  4  of  this  Directive,  (lie outline  requirements  of  the  Offset  Deformable 
Harrier  Test  (ODHT),  as  developed  by  EEVC,  are  set  out  in  this  Annex  and  will  be  finalised 
when the  validation  stage of the  work, of is  complete 

Annex  HI  will  follow  the  general  arrangement  of  Annex  11,  and  include  the  following  items 
particular  to the ODBT. 

1. 

S C O PE 

Unchanged 

2. 

D E F I N I!  IONS 

Definitions  of  terms  "overlap",  "deformable  barrier  face",  vehicle  width"  and  "offset  of  the 
impact"  shall  be  included. 

3. 

SPECIFICATIONS 

The  performance  requirements  to  be  met  shall  be  defined  and  shall  include  inter  alia  Head 
Performance  Criterion  (UPC),  Thorax  Compression  Criterion  (TCC),  Viscous  Criterion  (VC), 
Neck  Injury  Criterion  (NIC),  Femur  Force  Criterion  (EEC).  Tibia  Compression  Force  Criterion 
(TFCC)  and  residual  steering wheel  displacement. 

Addendums shall  be added  for  the  NIC  tV: EEC and  the procedure  for  calculating  VC 

Appendix  1 -  Test  Procedure 

The  design  specification  of  the  barrier  to  be  used  shall  be  defined  in  an  addendum  to  this 
Appendix.  This  will  include  the  size,  shape  material-and  internal  construction  of  the  complete 
assembly  that  shall  be  attached  to  the  liont  line  of  the  eonerete  lest  block  A  procedure  lor 
certifying  the aluminium  honeycomb  slimline  shall  also  be  included 

The  lest  speed  shall  be  in the  lange  So-M) km/h  and  (he  vehicle  ova lap  shall  be  40% 

Measurements  shall  be  made  in the  femur  and  tibia  of  the  dummy. 

37 

Appendix  2 -  Determination  of  Performance  Criteria 

A time base for the determination  of the  femur  performance  criteria  shall  be added  together  with  a 
new paragraph to cover Tibia  Compressive  Force  Criterion. 

Appendix  3 -  Installation  of  Dummies  and  Restraint  Systems 

Unchanged 

Appendix  4 -  Test  Procedure  with  Trolley 

rhe  angle  between  the  longitudinal  axis  of  the  vehicle  and  the  direction  of  motion  of  the  trolley 
shall be (>°±r. 

Appendix  5 - Technique  of  Measurement 

Unchanged 

38 

IMPACT  STATEMENT  ON  COMPETITIVENESS  AND  JOBS 

Draft  Council  and  Parliament  Directive  introducing  provisions  for  the  front-impact 
resistance  of motor  vehicles  and  amending  directive  70/156/EEC  in respect  of the  type 
approval  of motor  vehicles  and  their  trailers. 

I. 

What  is (he  main justification  of the  measure? 

the reduction  in  serious  and  fatal  injuries  sustained  hy occupants  of  motor 
vehicles  and  the harmonisation  of  national 

laws. 

II. 

Characteristics  of  the companies  involved.  More  pai Ocularly 

Do  they  include  a large  numbei  ol  small  and  medium-sized  businesses'' 

No 

Are there  any  significant  concentrations  in  regions 

eligible  for  Member  State  regional  aid7 

eligible uiuler  the  European  Regional  Development  bund? 

No 

No 

III.  What  obligations  are  imposed  on  those  companies? 

To  incorporate  modifications 
withstand  the  impacting  forces  envisaged  in  this  test  procedure. 

to  the frontal  structure  of  new  vehicle  designs  to 

IV.  What  obligations  are likely  to  be  imposed  indirectly  upon  those  companies 

via  the  local  authorities? 

No additional  obligation. 

V. 

Do any  special  measures  apply  lo  small  and  niediiim-si/ed  businesses?  No 

VI.  What  is the  foreseeable  outcome: 

on  company  productivity''' 

No foreseeable  effect. 

on jobs? 

No foreseeable  effect. 

VII.  Nave  both  sides  of  industry  been  consulted? 

Yes 

Opinion  of both  sides of industry: 

Subject  to appropriate  lead  times,  industry 
could  accept  these  measures. 

39 

ISSN 0254-1475 

COM (94) 520 final 

DOCUMENTS 

EN 

07 

Catalogue number : CB-CO-94-693-EN-C 

ISBN 92-77-84278-4 

Office for Official Publications of the European Communities 
L-2985 Luxembourg 

40